Control mechanism for reversible internal combustion engines



' Jan. 13, 1942. J. OLSSON' ET AL CONTROL MECHANISM FOR REVERSIBLEINTERNAL COMBUSTION ENGINES Filed Sept. 16,-1939 v SheeSheet l 4Sheets-Sheet 2 INI ept. 16, 1939 Jan. 13, 1942.

J. LssoN ET AL I CONTROL MECHANISM FOR REVERSIBLE INTERNAL COMBUSTIONENGINES Filed 2,269,548 CONTROL MECHANISM FOR REVERSIBLE INTERNALCOMBUSTION ENGINES Jan. 13, 1942. J. OLSSON ET AL 4 Sheets-Sheet 5'Filed Sept. 16, 1959 INVEA/TO 5.

Jan. 13, 1942, L SON ET AL 2,269,548

CONTROL MECHANISM FOR REVERSIBLE INTERNAL COMBUSTION ENGINES Filed Sept.16, 1939 4 Sheets-Sheet 4 III/ IN VE/VT KS @flTTOf/VEX Patented Jan. I3,1942 UNITED STATES CONTROL MECHANISM FOR REVERSIBLE INTERNAL COMBUSTIONENGINES Johannes Olsson and Alfred Nlisholm, Goteborg, Sweden, assignorsto;Aktiebolaget Gotaverken, Goteborg, Sweden, a corporation of SwedenApplication September 16, 1939, Serial No. 295,212

In Sweden September 17, 1938 Claims. '(Cl. (ilk-16) This inventionrelates to control mechanisms for reversible internal combustion enginesprovided with a control member movable in two different directions froma stop position.

One object of the invention is to provide a simple, eifective andreliable control mechanism of this type for actuating starting,reversing and fuel control gears of the engine.

For this and other purposes we provide a ro- W tatable control shaft andactuating means for starting, reversing and fuel control mechanisms,

. so arranged that at the first portion of the turning of the controlshaft from the stop position in either direction a reversing gear causessetting of a a starting air valve control gear known per se foroperation ahead or reverse, that upon continued turning in eitherdirection a reversing gear causes release of a fuel injection controlgear, which is locked in both directions of rotation, if said gear is ina position corresponding to a direction of rotation contrary to theintended, and a starting device causes supply of starting air to thestarting air valves, and that upon still further continued turning ofthe conh trol shaft in either direction fuel supply control and,furthermore, the invention may be employed in connection with singleacting as well as double acting engines.

In the accompanying drawings one embodiment of the invention isillustrated by way of example.

Fig. 1 is a diagrammatic perspective view of a two stroke solidinjection internal combustion engine provided with a control mechanismaccording to the invention.

Fig. 2 is a front view of a control wheel.

Fig. 3 illustrates the starting gear in detail on a larger scale.

Figs. 4 and 5 are details of the starting gear in diiferent positions. 1

Fig. 6 illustrates the reversing gear, and

Figs. 7 and 8 are sections on lines VII-VII and VIIIVIII in Fig. 6.

Figs. 9 and 10 illustrate a. portion of the fuel supply control gear inoperative'and unoperativ position, respectively, and

'air and Fig. 11 is a diagrammatic view of the fuel supply control gearin different positions.

In Fig. 1, III designates a portion of a bed of a single acting twostroke solid injection internal combustion engine and I69 a partlybroken away crank case of one cylinder of said engine. main crank shaftI'll) of the engine is mounted in bearings I72 and I13 carried bysupports provided on the bed l'll. In the drawing one cylinder ll l onlyis illustrated, but the engine may naturally comprise twoor severalcylinders. I15 indicates a manifold for charging and scavenging I16 isan exhaust manifold connected with the engine. The crank shaft llll isprovided with crank arms l'll carrying cams ll8, which actuate bellcrank levers I19 connected by means of rods I with a cross beam l8lmounted on top of the cylinder and carrying an exhaust valve I82.

The control mechanism of the illustrated internal combustion enginecomprises a control shaft l, which may be turned to the left and to theright by means of a control wheel 2 and which is mounted in bearings I83supported by the bed H l The control shaft l carries actuating means forthe starting, reversing and fuel control gears.

In Fig. 1 all parts are illustrated in the position which they take whenthe engine is at rest after having been operated ahead.

A main starting air valve 3 is connected through a conduit l with a notillustrated container or other source of compressed air. The main airvalve 3 is operated by means of a wheel 5, the operation of which causesstarting air to be firstlysupplied to a conduit 6 leading to a pilotvalve 1 and upon further rotation of the Wheel 5 to a conduit 8. Thepilot valve 1 is connected with a valve housing I D of a slide valve ll,Fig. 3, by means of a conduit 9. A disk I2 is wedged onto the controlshaft l and carries two cams l3 and I4 disposed symmetrically andmounted pivotally on said disk. Said cams are normally kept in theposition illustrated in Figs. 1 and 3 by springs l5 and It. A pistonvalve I1 is displaceable in the pilot valve housing 1 and has grooves l8and I9, respectively, in the upper and lower ends, said piston valvebeing actuated by a tappet -20 guided in the lower portion of the pilotvalve housing I. In the lower position of the valve l! the grooves I8form a connection between the conduit 6 and the conduit 9, as obviousfrom Fig. 3. The pilot valve housing I is provided with air outletopenings 2l in the lower portion. When the valve i1 is in the lowerposition, the connection between the interior of'the pilot valve housingI and said air outlet openings 2I is interrupted and the piston valve I1is pressed downwards by the air pressure above the valve. When the wheel2 is turned to the left from the position illustrated in Figs. 1 and 2the tappet 20 rides over the cam I3, as illustrated in Fig. 4, duringthe first portion of the turning of the control wheel, that is duringthe portion of the turning, which in Fig. '2 is indicated by Startahead. The piston valve I! is then forced upwards by the tappet 20 andthe connection between the conduits 6 and 9 is interrupted, and theconduit 9 is instead connected with the atmosphere through the groove I9and the air outlet openings 2|, Fig. 4. Upon continued turning of thecontrol wheel 2 to the left the corner of the cam I3 passes the valvetappet 29 and the compressed air above the piston valve I| forces thepiston valve and the valve tappet downwards causing the piston valve toshut off the connection between the conduit 9 and the atmosphere and tore-establish the connection between the conduit 6 and the conduit 9through the grooves I8. Upon continued turning of the control wheel 2 tothe left the pilot valve I is not further afiected. When the controlwheel is returned to the stop .position the cam I3 is only moved awayfrom the valve tappet 20 due to the weakness of the spring I5 withoutactuating said valve tappet, as illustrated in Fig. 5.

When the control wheel 2 is turned to the right from the stop position,the pilot valve 1 is actuated in a manner corresponding to the abovedescribed operation by the cam I4 of the disk I2. The upper portion ofthe housing III of the slide valve II is connected with the conduit 9and at one side of the housing the conduit 8 is connected. A conduit I84is connected with the lower portion of the slide valve housing I0 andconnects said portion with conduits 22 leading to starting air valves 23disposed on the motor cylinders I14. The slide valve housing I0comprises an upper chamber 24 and :a small lower chamber 25 and theslide valve II forms a comparatively large piston 26 movable in theupper chamber 24 above the inlet of the conduit 8. A spring 2'! isprovided between the piston 26 and the top of the slide valve housingI0, which spring and the air pressure in the conduit 9 normally keepsthe slide valve II depressed in the lower position, in which it isillustrated in Fig. 3. The slide valve II is provided with a guide 28 atthe lower portion and at an intermediate portion with a valve member 29,which in the lower position of the slide valve interrupts the connectionbetween the chambers 24 and 25 of the slide valve housing II] andthereby prevents the compressed air in the conduit 8 from passing theslide valve and from flowing through the conduits I84, 22 to thestarting air valves 23. When the pilot valve I due to the turning of thewheel 2 to the left or to the right is actuated by one of the cams I3 orI4 and connects the conduit 9 with the atmosphere the air pressure inthe conduit 8 is capable of moving the slide valve upwards against theaction of the spring 21, so that the valve piston 29 opens theconnection between the chambers 24 and 25. Then the compressed air hasfree passage from the conduit 8 through the slide valve housing In tothe conduits I84 and 22 and the starting air valves 23. The starting airvalve 23 comprises a spindle 39 provided with a large upper piston 3|displaceable in a chamber 32, a piston 33 displaceable in a chamber 34and at the lower end with a valve member 35 serving to 'close or openthe connection between the chamber 34 and the motor cylinder I14. Theconduit 22 is in constant communication with the chamber 34. A conduit36 is connected at the top of the starting air valve 23 and connects thestarting air Valve 23 with a starting air distributor 37. In Figs. 1 and3 a second starting air distributor 38 is also illustrated, which in thesame manner as the starting air distributor 31 is connected to a notillustrated starting air valve of another motor cylinder through aconduit 39. A starting air distributor shaft 4|] driven from a motorshaft and mounted in bearings I carries a sleeve 4|, which islongitudinally displaceable but not rotatable on said shaft. Said sleeveis provided with a cam 42 for each starting air dis tributor adapted tocontrol the starting air distributor when the engine is started aheadand with a cam 43 controlling the starting air distributor, when theengine is started for movement in reverse direction. A bell crank lever45, 46 is mounted on a pivot 44, and one arm 46 of said lever engages agroove 41 in the sleeve 4| and is adapted to cause displacement of thesleeve to a position in which the ahead cams 42 or the astern cams 43are disposed beneath the valve stems 48 of the starting air distributorvalves 49. In order to enable the sleeve 4| always to be moved to thedesired position in spite of the momentary position of thecams 42, 43the high portions of the cams are chamfered, as indicated in Fig. 3. Anupper chamber 50, which is closed by a cover 5| in the starting airdistributors, is in continuous communication with the conduit I84 fromthe slide valve I!) through a conduit 52, and as soon as compressed airis admitted to said conduit the valves 49 are pressed downwards by thecompressed air, which flows into the chambers 50. The stems 48 of thevalves 49 are provided with recesses 53, which in the lowermost positionof the valve form a connection between chambers 54 and .55 of thestarting air distributors. The chambers 55 are continuously connectedwith the atmosphere through ducts 56. Consequently, when the valves 49are in bottom position, the top of the piston 3| of the starting airvalv 23 is connected with the atmosphere through the conduit 36, thechamber 54, the recess 53, the chamber 55 and the duct 56. The startingair valve is then pressed upwards by the compressed air and thus keptclosed. When the valve stem 48 is lifted by one of the cams 42 or 43 theconnection between the starting air valve 23 and the atmosphere isinterrupted and the upper side of the starting air valve is insteadconnected with the compressed air conduit 52, and, if said conduit isunder pressure, the valve spindle 39 is pressed downwards so that thevalve member 35 gives the compressed air free admission to the motorcylinder.

The displacement of the sleeve 4| on the starting air distributor shaft40'is produced by turning of the control wheel 2 to the left or to theright by means of a double cam disk 51 secured on the control shaft I,as illustrated in Figs. 1 and 3. The cam disk 51 is provided with a cam58 cooperating with a roller 59 mounted on a bell crank member 60. Thearm 6| of the bell crank member 60 is connected with the arm 45 of thebell crank lever 45, 45 by means of a rod 62. Th cam disk 57 is providedwith a second cam 63 and the bell crank member 60 has a roller 64mounted thereon and co-operating with the last mentioned cam. The bellcrank member is mounted on a shaft 65 carried by a suitable support 66in a housing 89 provided on the bed I1I. When the control wheel 2 isturned to the left, the roller 59 travels up the cam 58 and the roller64 moves towards the lower portion of the cam 63 while the bell crankmember 60 is turned to the right. The arm 6| and the arm 45 are thenmoved upwards and the sleeve 4| is displaced to the left in Fig. 3 sothat the ahead cams 42 are disposed just beneath the valve stems 48. Ifthe control wheel 2 is instead moved to the right, the roller 64 travelsup the cam 63 and the roller 59 moves towards the lower portion of thecam 58 so that the arms 6| and 45 are moved downwards and the sleeve Mis moved to the right in Fig. 3 causing the astern cams 43 to be setjust beneath the valve stems 48. Naturally, the invention is not limitedto the employment of the above described starting air valve control gearand the described reversing gear for the starting air distributors, andinstead of pneumatic control of the starting air valves mechanicalcontrol of said valves may be used comprising for instance a cam shaft,which may be set in two different ways for opening and closing of thestarting air valves for starting ahead or reverse by means of actuatingmeans provided on the control member I.

A fuel injection valve 61 of conventional design is connected through aconduit 68 with a fuel pump 69, for instance of the Bosch type. Fuel issupplied to said pump through a conduit I0. As usual, the pump comprisesa plunger II provided with a sloping recess I2 and adapted to be turnedaround its longitudinal axis by means of a lever I3, a rod I4 and alever on a shaft I6 mounted in bearings I81 in the crank case I69. Theefiective stroke of the plunger II is varied by turning the plunger, andconsequently the fuel quantity injected at each stroke is varied in sucha manner that a turning movement of the lever 13 to the right in Fig. 1,after the sloping edge of the recess I2 has reached a position justopposite the opening of the fuel supply conduit 10, results in anincreased fuel injection per stroke of the fuel pump, since theeffective length of the pump stroke is thereby increased from zero tomaximum. The shaft I6 carries one or several additional levers H, whichactuate not illustrated fuel injection pumps for the other cylinders ofthe motor by means of rods I8. The shaft I6 is provided with a lever 19,which is connected with one end of a rod 83 by means of a rod 00 and adouble armed lever 8| mounted on a pivot 82, Figs. 9 and 10. In Fig. 1the lever I9 is shown connected directly with the end of the rod 83 forthe sake of simplicity, it being understood that this modification doesnot materially change the operation of the disclosed mechanism. The rod83 is connected with the free end of a connecting rod 84 pivotallymounted on a crank 85 formed by the control shaft I. The free end of theconnecting rod 84 is guided along a sloping guide 86 formed by a slot ina member 81, which is mounted on a pivot 88 in the housing 89, Figs. 9and 10. The pin 90 of the connecting rod 84 is provided with a roller9|, which is guided in the slot 86. In Figs. 1 and 9 the control shaft Iis illustrated in a position in which no fuel supply takes place. Due tothe design of the recess 12 in the pump plunger 'II, illustrated in Fig.1, fuel supply is prevented until the control wheel has been turned tothe right or to the left over the whole starting period, Fig. 2.Obviously, the turning of the control'wheel 2 in either directionpast'the starting period causes the free end of the connecting rod 84 tomove further and further up the slot 86 so that the rod 83 is movedupwards and the fuel injection per stroke of the fuel pumpincreased. Inorder to maintain the member 81 in a fixed position on the pivot 88, acatch 92 is provided in the housing 89 and forced by a spring 93 into anotch 94 in the member 81. 95 is a rod connected by a link 96 with anextension 91 of the member 81. The rod 95. may, for instance, beconnected with an over speed gov-- ernor I88, Fig. 1, which may, forinstance, be of the well known Aspinall type having a swinging arm I89moved up and down by the engine and provided with two detent means,movable by mass forces, said means being adapted 'to engage a normallypassive arm I38, one detent means forcing the arm I88 downwards, forcutting out or reducing the fuel supply of the engine,

when a predetermined speed is exceeded, and the other detent means beingadapted to force the arm I88 upwards for restoration of the fuel supplyof the engine as soon as the speed of the engine has decreased below apredetermined value. Thus, if the internal combustion engine speeds thearm I89 forces the arm I88 and the rod 95 downwards. The member 81 isthen tilted on the pivot 88 and an extension 98 of the member 81, whichforms one side of the guide way 86, then forces the free end of theconnecting rod 84 downwards and simultaneously pulls the rod 83downwards so that the levers 15, I! are turned to the left in Fig. 1 andfuel supply is substantially shut off.

The plungers II of the fuel pumps are provided with push rods 99 bearingwith rollers I00 on cams IOI, I02 on a shaft I03, which is mounted insuitable bearings I in the crank case I69 and drives the fuel pumps. Asillustrated in Fig.v '7, the cams IOI are of symmetric design andconsequently the cams actuate the fuel pumps in the same manner uponrotation in either direction. A sprocket I04 is mounted on the shaft I03so that it can rotate on the shaft but is fixed longitudinally thereon.The sprocket I04 is driven by a chain I9I from a sprocket I92 on thecrank shaft H0. The sprocket I04 is -connected with further sprocketsI93 and I94, which through chains I and I96, respectively, drive theAspinall governor I89 and the starting air distributor shaft 40,respectively. The right end of the hub of the sprocket I04 forms aclutch member I05, which is provided with two sector shaped jaws I06 andI01, as illustrated in Fig. 7; The clutch member I 05 co-operates withanother clutch member I08, which is secured on the shaft I03 andprovided with sector shaped recesses I09 and H0, which are partlyoccupied by the jaws I06 and I01, respectively. The portions of therecesses I09 and I I0 not occupied 'by the jaws I06 and I0! subtend anangle on and are confined by jaws III and H2 formed in the clutch memberI08. Obviously, the shaft I03 may be turned the angle at relatively tothe sprocket I04, while the cam IOI moves from the position illustratedin dotted lines to the position illustrated in chain dotted lines inFig. 7. The sprocket I04 is driven from the motor shaft as aboveindicated, and for looking it relatively to the clutch member I88 ineither of the indicated positions the left end of the hub forms a clutchmember II3 adapted to co-operate with a clutch member II4, Fig. 6, whichis longitudinally displaceable but non-rotatable on the shaft I03. Theclutch member H4 is provided with jaws H5, H6 adapted to co-operate'with jaws H1, H8 in the clutch member II3 formed by the sprocket I04,see Fig. 8. A ring H9 is secured on. the shaft I03. Said ring carriesthree springs I20 secured on. studs I2I and extending into bores I22 inthe clutch member H4 and erving to bring said member into engagementwith the clutch member II3. A screw threaded collar I23 is secured onthe clutch member H3 and cooperates with another screw threaded collarI24, which is displaceably but non-rotatably guided relatively to theclutch member I I4, as. indicated by the key I25. A groove I26 in thecollar I24, Fig. 6, co-operates with one arm I21 of. a. bell crank leverI21, I28 mounted on a pivot I29. The arm I28 of the bell crank lever isvconnected with a link I33 by means of a rod I30 and a double armed leverI3I, which. is mounted on a pivot I32, Fig. 6. In Fig. 1 the. linkageI28I30-I3I--I.33 is illustrated in a somewhat modified form, in whichthe rod I30 and the lever I3I for the sake of greater simplicity havebeen omitted. The link I33 is connected with a swingable angle memberI35, which is mounted on a pivot I34 and movable into two differentpositions depending upon the position of. the. collar I24 on the collarI23. The. pivots I32, I34 are carried by a suitable housing I36, Fig. 6,which also forms bearings. for the control shaft I. The clutch member H4is provided with a groove and a ring I31 engages said groove and isconnected with a fork shaped arm I138 of a bell crank lever I38, I39mounted on a pivot I40. The arm I39 of the bell crank lever is adaptedto be actuated by a spindle I4I slidable in a housing I42 under theaction of a piston. I43. The upper portion of the housing I42 isprovided with a conduit I44, which connects the housing with a chamberI45 in a pilot valve I46 disposed at the housing I36 and provided with asecond chamber I41, Which is connected to. the compressed air conduit 8between the main air valve 3 and the slide valve housing I by means of aconduit I48. The pilot valve housing I46 contains a second chamber I49connected through openings I50 with the atmosphere. A piston valve II isslidable in the pilot valve housing I46 against the action of a springI52 in the chamber I41. The piston valve I5I is provided with groovesI53, which in the lower position of the piston valve connect the housingI42 and the conduit I44 with the chamber I49 and the atmosphere. In theupper position of the piston valve the connection between the conduitI44 and the atmosphere is interrupted, and then the grooves I53 form aconnection between the conduit I48 and the conduit I44 through whichcompressed air may fiow to the housing I42 and depress the piston I43and the spindle MI and thus through the bell crank lever I38, I39 bringthe clutch member I I4 to disengage the clutch member II3 on thesprocket I04.

The angle member I35 carries two stops or tappets I54 and I55, which areslidably mounted in the angle member, as obvious from Fig. 6. The lowerends of the tappets I54, I55 continuously rest on a sliding member I56mounted in the housing I36, whereas the upper ends of the tappets formstops. The sliding member I56 is provided with an opening I51, in whichone arm I58 of a double armed lever I58, I60 mounted on a pivot I59 isinserted. The lever arm I60 carries a set screw I6I, which bears againsta valve tappet I62 co-operating with the piston valve I SI andlongitudinally displaceable in a guide I63, against which the valvetappet I62 is pressed by a spring I64. A double faced cam I65 is securedon the control shaft I and adapted to co-operate with the tappet I54 orI55, when the control shaft is turned.

The control mechanism above described and illustrated in. the drawingsoperates in the following manner:

In. the. drawings the control mechanism is i1- lustrated in theposition, which it takes, when the engine i at rest ready for startingahead.

Before starting the main air valve 3 is completely opened. During thisopening movement the conduit 6 is at first brought under pressure andcompressed air flows through the conduit 6, the pilot valve I, which isin the position illustrated in Fig. 3, and the conduit 9 to the top ofthe slide valve I I,. which is consequently at first subjected to thedownward action of the starting air pressure and the spring 21 so thatthe slide valve with the valve piston 29 is sure to keep the connectionbetween the chamber 24 and the chamber 25 in the slide valve housing I0interrupted before compressed air is admitted to the chamber 24. Duringthe continued opening movement of the main air valve the opening to theconduit 8 is successively uncovered and compressed air is admittedthrough said opening into the chamber 24 of the slide valve housing I0.Then the same air pressure prevails on top and beneath the upper piston26 of the slide valve and the slide valve is still kept closed in thelower position through the action of the spring 21. When compressed airis admitted to the conduit 8 the compressed air flows through theconduit I48 to the chamber I41 in the pilot valve I46 (see Fig. 6).Assuming that the angle member I35 is in the position illustrated inFig. 6 the control mechanism is now ready for starting the engine aheador reverse.

If the engine is to be operated ahead, the following operations arecarried out:

The control wheel 2 is turned to the left, Figs. 1 and 2. During thefirst portion of said turning movement the roller 59 on the bell crankmember 60, Fig. 3, travels up the cam 58 on the control shaft I and theroller 64 simultaneously moves towards the lower portion of the cam 63.The arm BI is consequently moved upwards as is also the rod 62 and thearm 45 of the bell crank lever 45, 46. The cams of the sleeve M on thestarting air distributor shaft 40 are then moved to the left in Fig. 3or to the right in Fig. 1, respectively, so that the ahead cams 42 aredisposed below the valve stems 48. Upon further turning of the controlwheel 2 to the left the cam I3 on the disk I2 actuates the valve tappet20 of the pilot valve 1. At the end of the starting period, Fig. 2, thecam I3 has forced the valve tappet 20 and the piston valve I1 to thepositionillustrated in Fig. 4. By this movement the conduit 9 and thechamber on top of the piston 26 in the slide valve housing I0, which waspreviously under the influence of the starting air pressure through thegrooves I9 and the openings 2I of the pilot valve 1, has been connectedwith the atmosphere. Simultaneously, the piston valve I1 ha shut off theconduit 6. When the pressure is relieved on top of the slide valvepiston 26 the compressed air in the chamber 24 forces the slide valve IIupwards against the action of the spring 21, Fig. 3. The piston 29 thenopens a passage for the compressed air from the chamber 24 to thechamber 25 in the slide: valve housing I0, and compressed air flowsthrough the conduit 22 to the chamber 34 in the starting air valve 23.If a sufiicient number of cylinders of the internal combustion engineare provided with starting air valves and corresponding starting airdistributors, there will always be a starting air distributor in such aposition that the, pertaining valve 49 has been forced upwards at theabove mentioned movement of the sleeve 4|. The connection between theconduit 36 and the atmosphere through the chamber 54, the recesses 53,the chamber 55 and the ducts 56 is always interrupted in said startingair distributor, and the pertaining conduit 36 instead communicates withthe conduit 52, through which compressed air is supplied to the startingair distributor. Consequently, compressed air flows through the conduit36 into the space above the piston 3! in the starting air valve 23 andforces said piston downwards so that the valve member 35 is opened. Thecompressed air then flows from the conduit 22 through the chamber 34into the motor cylinder and moves the working piston of said cylinder.The motor is now driven on the starting air, and the starting airdistributors 31, 38 etc., in turn open and close the compressed airsupply to the motor cylinders, which are provided with starting airvalves. Closing of the starting air valves 23 is then produced by thestarting air distributors, which at proper moments bring the top of therespective starting air valve piston 3I in connection with theatmosphere.

If an insufficient number of motor cylinders are provided with startingair valves, it may occur that the starting air distributor shaft 40,when the compressed air is admitted to the conduit 52, is in such aposition that no valve 48, 49 is lifted, and to start the motor in sucha case it is obviously necessary to turn the motor shaft by means ofsuitable devices to a position, in which one of the valve stems 48 islifted by the corresponding cam.

When the control wheel 2 is in the stop position the parts 85, 84, 90',83 and BI take the position I indicated in full lines in Fig. 11. Themember 81 is then kept in the position illustrated in Fig. 9 by thecatch 92, which engages the notch 94. During the turning of the controlwheel 2 from the stop position I66 to the position I61, the angle ,61 inFig. 11, the motor has been started, and if the control wheel is notturned further, the motor runs ahead on the starting air. During thisturning movement the crank 85 has been turned so far that the plunger Hof the fuel pump is just about to reach operative position. Upon furtherrotation of the control wheel 2 past the position I61, i. e. within theangle 1 in Fig. 11, the plungers H of the fuel pumps are additionallyturned, since the free end of the connecting rod 84 with the roller 9Imoves higher up in the guide way 86 so that the rod 80 is pulleddownwards and by means of the levers 19 and 15, the rod 14 and the lever13 turn the pump plunger 1I still more so that the fuel injectionstarts. At this continued turning of the control wheel 2 the pin 90moves along the curve I91, Fig. 11. When the wheel 2 has been turnedpast the position I61 the cam I3 passes the valve tappet 20 and thepressure in the conduit 6 then forces the piston valve I1 in the pilotvalve housing 1 downwards so that the connection between the conduit 9and the atmosphere is interrupted. A connection is instead openedbetween the conduit 6 and the conduit 9 in the pilot valve 1 so that thepressure of the starting air and the piston Valve I5I upwards.

again prevails above the piston 26 of the slide valve II. The spring 21then forces the slide valve downwards so that the valve piston 29 of theslide valve shuts ofi the supply of compressed air to the starting airvalves 23. The fuel supply to the fuel injection valve 61 is thencontrolled by more or less turning of the control wheel 2 to the leftwithin the angle v1, Fig. 11. The cam I65 is then free to move past thetappet I54, as obvious from Fig. 6.

It is now desired to reverse the engine, the control wheel 2 is turnedto the right past the position I66 and the engine is stopped by means ofthe starting air or by other known means. During the return motion tothe position I66 the cam I3 due to the weakness of the spring I5 passesthe valve tappet 20 without actuating the same, as shown in Fig. 5. Whenthe control wheel has returned to the stop position I66, the cams 58 and63 have returned the bell crank lever 60 to the position illustrated inFig. 3, in which the sleeve 4| on the starting air distributor shaft 40has also returned to the position illustrated in Fig. 3. In thisposition the starting air dis- 1 tributors do not admit compressed airto the conduits 36, 39, which are instead connected with the atmosphere,and consequently the starting air valves 23 are kept closed. If thecontrol wheel 2 is now turned to the right from the position I66, theroller 64 at first travels up the cam 63, the roller 59 moves towardsthe lower portion of the cam 58 and the bell crank member 60 is swung tothe left in Fig. 3 so that the arm 6| is swung downwards. The rod 62 andthe arm 45 are then pulled downwards and the arm 46 moves the sleeve 4|to the right in Fig. 3 and to the left in Fig. 1, respectively, so thatthe astern cams 43 are disposed just below the pertaining valve stems 48and one of the cams 43, if a sufficient number of cylinders are providedwith starting air valves, forces the pertaining valve stem 48 upwards.

The turning of the control wheel 2 to the right past the position I66causes the cam I4 on the disk I2 to actuate the valve tappet 20 of thepilot valve 1. The piston valve I1 is thereby forced upwards and theconduit 9 is connected with the atmosphere in the same way as at theabove described start ahead. The chamber on top of the piston 26 is thenno longer under the pressure of the starting air but under atmosphericpressure and the starting air in the chamber 24 forces the slide valveII upwards against the action of the spring 21. The slide valve piston29 opens the air passage to the conduits I84, 22 and compressed air isadmitted tothe starting air valves 23 and through the conduit 52 to thestarting air distributors. The engine is then at first braked by thestarting air supplied to the cylinders, and after having stopped theengine starts in reverse direction in the same manner as at the startahead, and runs in reverse direction on the starting air.

During the above mentioned turning of the control shaft I to the rightpast the position I66 the cam I65, Fig. 6, at first forces the tappetI55 downwards so that the sliding member I56 is moved downwards togetherwith the arm I58, whereas the arm I60 forcesthe valve tappet I62However, as long as the cams of the fuel pumps are in position foroperation ahead the tappet I55 prevents the wheel 2 from being turned somuch to the. right that fuel injection starts with the engine "runningin reverse direction, 1. e. the control shaft I is prevented fromturning past the position II in Fig. 11. The displacement of the pistonvalve II upwards causes interruption of the connection between thehousing I42 and the atmosphere, and instead a connection is establishedfrom the housing I42 through the conduit I44, the chamber I45, thegrooves I53, the chamber I41 and the conduit I46 to the conduit 8, whichis under the pressure of the starting air. The starting air then actsupon the piston I43 and forces said piston downwards together with thespindle MI, Fig. 6, which in turn depresses the arm I39 and therebyforces the clutch member II4 to the left in Fig. 6 out of engagementwith the clutch member I I3 against the action of the springs I20. Assoon as the motor starts to run in the reverse direction on the startingair, the sprocket I04 turns the angle a relatively to the shaft I03 inopposite direction to the arrow in Fig. 7. The jaws I06, I01 are thencontrary to the prior conditions brought into engagement with the jaws II2 and I I I respectively. Simultaneously, the jaws II! and H8 of thesprocket I04 move across the jaws H6 and I I5, respectively, so thatsaid jaws are just clear of each other. During this mutual rotation ofthe sprocket I04 and the clutch member II4 the collar I24, which by thekey I25 is prevented from turning relatively to the clutch member H4, isscrewed away a distance on the collar I23 and thereby displaced to theleft in Fig. 6. During this displacement the bell crank lever I21, I28is swung to the left and the rod I30 moved downwards so that the doublearmed lever I3I is brought to the position Astern. Fig. 6. The anglemember I35 is then turned to the right so that the cam I 65 is free ofthe tappet I55. The springs acting upon the piston valve I5! and thevalve tappet I02 and the air pressure acting upon the piston valve thendisplace the sliding member I56 and consequently the tappet I55 upwardsto normal position. When the piston valve I5! is moved downwards, theconnection between the conduits I44 and I48 is interrupted and aconnection is instead established from the housing I42, through theconduit I44, the chamber I45, the grooves I53, the chamber I49 and theopenings I50 to the atmosphere. The pressure on the piston I43 is thusrelieved and the v the position disclosed in Fig. 8. When the springsI20 move the clutch member IE4 to the right the bell crank lever I38,I39 forces the spindle MI and the piston I43 back to the position, inwhich said parts are illustrated in Fig. 6. During the movement of theclutch member II4 to the right said member is displaced axiallyrelatively to the collar I24, which remains in the screwed out position.The sprocket I04 is now locked on the shaft I03 in the new position, inwhich the cams IOI of the fuel pumps are displaced the angle arelatively 'to the position, which they had, when the motor was operatedahead. The rod I30 also remains locked in the lower position, since thecollar I24 is still screwed out from the sprocket I04 and the screwthreaded collar I23, and the angle member I35 consequently remainslocked in the position, in which it is swung to the right in Fig. 6 sothat the cam I65 is free to move past the tappet I55 whereas the tappetI54 is now in the path of the cam I65 and prevents turning of the camI65 to the left past the position I61.

The control wheel 2 is now free to be turned further to the right pastthe position I68, in which fuel injection starts in the same manner asat the operation ahead. The fuel supply is then controlled by movementsof the control shaft I from the position II to the position III, 1. e.within the angle 72 in Fig. 11. The roller 9| makes the same movementsin the guide way 66, when the control shaft I is turned to the left andto the right, and consequently when the control wheel 2 is turned to theleft or to the right the pump plungers of the fuel injection pumps areactuated in the same manner. When fuel injection has started, the cam I4on the disk I2 has passed the valve tappet 20 and the compressed air inthe conduit 6 has forced the piston valve II downwards. The compressedair is then again admitted to the slide valve II so that the same airpressure prevails above and beneath the slide valve piston 26.Consequently, the spring 21 moves the slide valve downwards so that thesupply of compressed air to the starting air valves and the starting airdistributors is interrupted.

The adjustment or control of the fuel supply to the motor duringoperation in reverse direction is hereafter achieved in the same manneras described hereinabove in connection with the operation of the motorahead, the only difference being that an increase of fuel supply duringoperation in reverse direction is produced by an increased turning ofthe control wheel 2 to the right from the position I68, Fig. 2.

During the return of the control Wheel to the stop position I66 fromoperation astern, the cam I4 passes the valve tappet 20 withoutactuating the same. During the return movement from the operation asternto the stop position I65 the starting air distributor cams are returnedto the normal position illustrated in Fig. 3, whereas the angle memberI35 remains in astern position as does also the reversing gear, Fig. 6,and the cams for the fuel pumps, since the collar I24 remains screwedout from the screw threaded collar I23 on the sprocket I04. When thecontrol wheel is thereafter turned to the left, in order to start theengine ahead, the cams 42 are moved just before the valve stems 48 andthe pilot valve I brings the conduit 9 in connection with the atmosphereso that the pressure of the starting air may displace the slide valve IIdownwards. Thus starting air is admitted to the starting air valves 23and the starting air distributors as above described. Furthermore, thecam I65 actuates the tappet I54 thereby causing the sliding member I56to be displaced downwards and the clutch H3, H4 to be released. When themotor then starts to run ahead, the sprocket I 04 turns the angle a onthe shaft I03 and returns to the position illustrated in Figs. '7 and 8.The collar I24 is then screwed towards the sprocket I04 and th anglemember I35 is returned to the position illustrated in Fig. 6. Since thetappet I54 is now free of the cam I65 the piston valve I5I closes and"the clutch member H4 is brought into engagement with the clutch memberI I 3 by the springs I20 and thereby locks the sprocket I04 in theposition illustrated in the drawings. The further operations at theoperation of the motor ahead are identical with the operations abovedescribed in connection with operation of the motor ahead.

The control mechanism above described and illustrated in the drawingsshould only be considered as an example and the details of the inventionmay naturally be modified in several different ways within the scope ofthe following claims.

The mechanical devices on the control shaft or the like adapted foreffecting starting, reversing and fuel supply control may naturally becarried out with other means than those illustrated, and they may alsobe arranged to co-operate with other means for starting, reversing andfuel control than those illustrated. For instance, instead ofpneumatically controlled starting air valves mechanically controlledstarting air valves may be employed, which may be operated by camsprovided on a cam shaft adapted to actuate the starting air valves forstart ahead or astern. The means controlling the fuel injection may, forinstance, comprise relief valves for the compression chambers of fuelpumps, which valves may be cam controlled in similar manner as theillustrated fuel pump plungers, and which valves in open positionprevent fuel injection. The above described control mechanism may, ifthe relation between the numbers of revolutions of the motor shaft andthe shafts for controlling th fuel pumps and the starting airdistributors is changed correspondingly, be employed for two strokeengines as well as for multiple stroke engines.

What we claim is:

1. A control mechanism for reversible internal combustion enginesincluding a starting air valve control gear, a starting device forsupplying starting air to th starting valves of the engine, adjustablefuel supplying devices, a fuel injection control gear including meansfor locking said fuel injection control gear in different positions fordifferent directions of rotation of the engine, reversing mechanisms forsaid starting air valve control gear and for said fuel injec tioncontrol gear, a rotatable control shaft movable from a stop position ineither of two directions to selectively efiect ahead or reverseoperation of the engine and actuating means operatively associated withsaid shaft, said actuating means being so arranged that in the firstrange of movement of the control shaft from said stop position inselected direction the reversing mechanism for said starting air valvecontrol gear sets the same for operation of the engine in theappropriate direction, that in a second range of movement in theselected direction the reversing mechanism for said fuel injectioncontrol gear releases the locking means for the fuel injection controlgear in the event the same is locked in a position for operation of theengine in a direction other than the direction corresponding to theselected direction of movement of the control shaft, and said startingdevice is operated to supply starting air to said starting valves andthat in a third range of movement in the selected direction saidadjustable fuel supplying devices are adjusted to supply fuel at ratescorresponding to the extent of movement of the control shaft in saidthird range of its movement.

2. Apparatus according to claim 1 in which said starting air valvecontrol gear has an inoperative normal position, the actuating meansassociated With said control shaft includes two cams in the form ofreflected images of each other, and there is provided a member pivotedabout an axis parallel to that of the control shaft and arranged to beswung in one or the other of two directions by said cams when saidcontrol shaft is turned for starting ahead or in reverse, respectively,said member cooperating with said starting air valve control gear tomove the same from said normal position to the appropriate position forstarting ahead or in reverse in accordance with the selected movement ofsaid control shaft from its stop position.

3. Apparatus according to claim 1, in which the means for actuating thestarting device for causing starting air to be supplied to the startingair valves upon turning of the control shaft in one direction or theother comprises two cams movably disposed on the control shaft anddesigned as reflected images of each other and so arranged that therespective cam upon the turning of th control shaft in one directionactuates a starting means for admitting starting air to the starting airvalves but upon rotation in the opposite direction leaves the lastmentioned starting means uninfluenced.

4. Apparatus according to claim 1 in which the means for actuating thestarting device for causing starting air to be supplied to the startingair valves upon turning of the con-trol shaft in one direction or theother comprises a disc or the like secured on the control shaft and. twocams pivotally mounted on said disc and designed as reflected images ofeach other, each of said cams being swingable in one direction only froma normal position to which the cam always tends to return due to theaction of a yielding returning device acting on the cam and said camsbeing so arranged that the respective cam upon turning of the controlshaft in one direction actuates a starting device for admitting startingair to the starting valves but upon rotation in the opposite directionleaves said starting device unactuated.

5. Apparatus according to claim 1, characterized by the provision ofmovable stops positioned in accordance with the direction of rotation ofthe fuel injection control gear and an actuating member on said controlshaft and located to cooperate with said stops upon rotation of theengine in ither direction to prevent injection of fuel in the event thefuel injection control gear is positioned for a direction of rotation ofthe engine othe than the desired direction.

JOHANNES oLssoN. ALFRED NAsHoLM.

